Steering mechanism for vehicles.



ST-EERl-NG MECHANISM FUR VEHICLES.

(Application liledOct. 24. 1898.)`

(N0 Model.)

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i l VUNITED STATES PATENT OFFICE.

HERMANN LEMP, OF LYNN, MASSACHUSETTS, ASSIGNOR TO THOMSON, OF SWAMPSCOTT, MASSACHUSETTS.

ELU-1U STEERING MECHANISM FOR VEHICLES.

' SPECIFICATION formingpart of Letters :Patent No. 692,869, dated February 11, 1.902.

Application ined october 24,1898. serai No. 694,372. on man.)

To all whom it may concern.-

Be it known that I, HERMANN LEMP, a citizen of the United States, residing at Lynn, county ofEsseX, State of Massachusetts, have invented certain new and useful Improvements in Steering Mechanism for Vehicles, (Oase No. 844,) of which the following is a specification.

In automobile vehiclesitis desirable to prolvide a steering mechanism which is capable of handling the vehicle in a smooth easy manner with the minimum strain on the hand of the operator.

My invention has for its objectsto provide l a steering mechanism forvehicles, particularly of that class known as automobile vehicles, which is capable of steering the vehicle in any direction with theminimum effort, but with maximum quickness, and also to provide a steering mechanism in which the wheel strains are not transmitted to the operator, but are takenV up by a mechanical lock situated between the wheelsand the operating-handle."

My invention further has for its object to provide a mechanical locking device for the steering mechanism of a vehicle in which the locking and unlocking is accomplished automatically and without thought on the part of the operator.

In the accompanying drawings, which illustrate embodiments of my invention, Figurel is a plan View of a ratchet-and-pawl locking device, partially broken away. Fig. 2 is a side elevation of the same, with certain of the parts in section. Fig. 3 is a plan view of the lock mounted in position on the axle of a vehicle. Fig. 4 is a plan view, partially in section, of a slight modication in which friction-blocks are substituted for the ratchet and pawls and Fig. 5 is a side elevation of the same.

Referring more particularly to Fig. 3, which shows the front portion of a vehicle having its wheels supported by a double-axle suspension in the usual manner, A represents the fixedl front axle, and pivotally supported thereby are the short axles B and B', upon which'the wheels are mounted. The short axles are made in the form of bell-crank levers and are connected by the rod C. Pivotally secured to the fixed' axle Av by astud I In Figs. 1 and 2 the parts are shown on an enlarged scale. Thesemicircular ratchet G is secured by screws to the xed axle A, and formed on its periphery are teeth g', with which engage the pawls Eand F. The pawls E and F are oppositely disposed with respect to each other and are pivotally secured to the lever D and are held in engagement with the ratchet G by the fiat springs I. In addition to the pawls the lever D has two stops Jand K, the former acting when the `handle is moved in one direction from a central position and the latter when, the handle is moved in the opposite direction.

The steering-handle H and the lever D are mounted for oscillatory movement onthe stud L, which is rigidly secured to the axle A.

Moving with and rigidly secured to the han-V Y 4dle II is an arm or actuator II', that extends outwardly from the hub of t-he handle and passes between the stops J and K, a certain amount of lost motion being permitted betweenthem. This lost motion between the steering-handle and the Wheels is utilized in releasing the locking device prior to any move ment of the steering-wheels. g

Mounted on the end of thearm or actuator H' is a pair of pins M and N. The pin M is Y arranged to move the pawl E out of engagement with the ratchet G during the time that the arm H' is being moved froma position of rest into engagement with the stop J, and the pin N performs the same oftice for the pawl F when the handle is moved in the opposite direction. With this arrangement itwill be seen that the first office of the handle is to release onev of the pawls from engagement with the ratchet and ,then to move the wheels through the lever D and the rod C. As soon as the pressure is removed from the steering-` handle itvimmediately assumes a position in' termediate the stops J and K, and the pawls engage with the ratchet G, and any strains to which the wheels are subjected are prevented from being transmitted to the handle by reason of the ratchet and pawls. The locking and unlocking ofthe pawls is entirely automatic and requires absolutely no thought on the part of the operator. All that it is necessary for the operator to do is to move the handle in the direction which he desires to travel. In case the wheels strike an obstruction in the road While in the act of steering the strain on the Wheels will overcome the pressure of the steering-handle, and the pawls will automatically engage with the ratchet and take the shock away from the hand of the operator. \Vith the arrangement of parts as shown the handle indicates by its relative angular position the direction of movement of the vehicle, and the steering is accomplished in a smooth and easy manner and with a minimum eort on the part of the operator.

Referringnow to the modification shown in Figs. 4f and 5, in which friction-blocks are substituted for the pawls, the axle is represented by A, the same as before, and mounted on the stud L are the steering-handle I-I and the steering-lever D, which is connected to the wheel through the rod C. Mounted on the fixed axle A is a semicircular'plate G, and engaging with the inner surface are two friction-blocks E and F. The blocks are loosely mounted on separate arms E and FQ which are pivoted to the lever D at one side of the stud L or center of movement of the lever and between it and the plate G. This causes the block E, arm E', and lever D to act as a toggle on one side of the center when the wheels are subjected to strains and prevent the movement of the wheels, while the block F, arm F', and lever D act as a toggle on the other side of the center to prevent movement in the opposite direction. Carried by the steeringlever D are two stops D' and D2. These stops are arranged to engage with the arms E and F and move them along in the same direction as the steering-handle and the actuator II', a certain amount of lost motion being permitted between the parts to insure their proper operation. In other Words, the stops D' and D2 are arranged to maintain the arms E and F', with the attached blocks, in such positions that they will be ready to engage with the plate G in case the vehicle-Wheels meet with a road obstruction.

Mounted on the arm or actuator I-l, which is rigidly connected to the steering-handle, are tivo stops M and N, the stop M being arranged to strike the arm E' and release the block E when the handle is moved in one direction, while the stop N is arranged to strike arm F when moved in the opposite direction, a slight amount of lost motion being provided between the handle and the steering-wheels for the same reason as described in connection with the first figures. The relation between the steering-handle and the lock is such that a movement of the handle in either direction from a given position will first release the lock and then move the wheels, the

lock resuming its normal position automatically as soon as the pressure is removed from the handle.

While two different types of steering mechanism have been shown, it is to be observed that the principles of operation are the same in each case-that is to say, a movement of the steering-handle in any direction causes a corresponding movement of the Wheels without thought on the part of the operator as to the locking and unlocking of the Wheels, and the wheels are automatically locked, so that strains cannot be transmitted therefrom to the steering-handle either while the handle is set or while in the act of steering.

What I claim as new, and desire to secure by Letters Patent of the United States, is

l. In a steering mechanism for vehicles, the combination of a fixed support, a semicireular plate or sector secured thereto, a steeringhandle, a steering-lever Apivotally secured to the support, and connected to a steeringwheel, a pair of arms pivotally secured to the lever, each provided with a loose block that engages with the sector, a pivot for each arm which is located between the center of motion of the lever and the sector; the relation of the lever, arms and pivots being such as to constitute two toggles, whereby the transmission of wheel strains to the steering-handle is prevented.

2. In a steering mechanism for vehicles, the combination of a fixed support, a plate having a semicircular surface secured to the support, a steering-lever, a pair of arms pivotally secured to the lever at a point between the center of motion of the lever and the semicircular surface on the plate, loose blocks mounted on the arms and arranged to engage with the semicircular surface, a steering-handle, and means moving with the steering- IOO IIO

handle for moving the blocks out of engage- I a double-acting friction-lock, the initial steering movement of said controlling member operating to release said lock, thereby permitting continued movement of the controlling member to change the angular position of the wheel-spindles.

4:. A steering wheel or wheels, a manuallyoperated controller to change the position thereof", 'friction locking means to maintain the same in a given position, said wheel or wheels being operatively connected Witha rotative member of said means, a releasing device connected with the controller, the lat-` ter and the rotativelmemberbeing also con- 5. In a steering apparatus for vehicles, a

controlling member having a swinging movement to steer, an axle, Wheel-spindles pivoted thereto, an arm set at an angle on each spindle, and connections intermediate the spindle-arms and controlling member, including a locking meanscomprising a fixed annular, anda concentric relatively rotatable member, a plurality of interposedlocking-dogs to normally prevent relative rotation of said members,`and' a device to render either dog inoperative, said ldevice and the rotatable member being actuated successively by the steering movement of the controlling member in either di`rection,whereby the locking means is first released and 'thereafter the angular position of the spindle changed'.

Y 6. In a motion-checking device, the combination of a fixed and a moving element, a friction-plate'secured to one of the elements, f riction-blocks arranged to engage therewith, a

lever pivoted at a point intermediate the ends,

pivoted arms mounted on the lever which arms support the blocks, stops carried by the lever for moving .the friction-blocks around Re, 8. vA steering Wheel orwheels, a manually- Wit-h said lever, and a connection between the lever and the second element. v l

7|7. In a motion-checking mechanism, the combination of an actuator for moving the parts, a xedv support, a moving element, a

lever pivoted tothe support and connected to the element, a plate mountedv on the support,A devices engaging With the plate for checking motion, arms pivoted on the lever Vat a point betweenv its center ofmotion and the plate, which arms form supports for said motion-checking devices, and a pair of stops for each arm which are disposed on opposite sides thereof so as to impart movement thereto when the actuator is moved.

operated controller to change theposition y thereof, friction locking means to maintain thesame in agiven position, said Wheel or Wheels being operatively connected V.With a :ro-

tative member of said means, a releasingde-V vice connected With the controller, the latter` and the rotative member being also connected but having a limited relative movement, t0

operate the releasing device, and means to thereafter effect movement of the said rota-f tive member by the controller independently of the releasing device.

InA testimony whereof I have hereunto set my hand this 20th day'of October, 1898.

HERMANN LEMP,

Witnesses: i i

A. FMAcDoNALD, 4 DUGALD` McKILLoP. 

